Railway coach vehicle

ABSTRACT

A railway vehicle coach, including a roof, a box mounted on the roof, a least one primary box support, inserted between the box and the roof, each primary support being arranged in a peripheral part of the box and being suitable for bearing the weight of the box, the coach including at least one secondary support inserted between the box and the roof, each secondary support being arranged in a central part of the box and being able to bear the weight of the box in case of collapse of the roof in the location of a primary support.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority of French Patent Application No. 18 71840, filed on Nov. 26, 2018.

FIELD OF THE INVENTION

The present invention relates to a railway vehicle coach, of the type including a roof, a box mounted on the roof, and a least one primary box support, inserted between the box and the roof, each primary support being arranged in a peripheral part of the box and being suitable for bearing the weight of the box.

BACKGROUND OF THE INVENTION

Railway vehicle coaches of the aforementioned type are known. The primary supports are generally used to fasten the box of electrical equipment on the roof of this coach.

However, these known coaches are not fully satisfactory.

The roof is generally made from aluminum. In case of fire on this roof, the primary supports are exposed to the fire. The primary supports being made from a metallic material, which therefore conducts heat, the part of the roof adjacent to the primary support can reach or exceed the melting temperature of the aluminum. In this case, the roof can collapse around the primary supports under the effect of the weight of the box. This collapse can then create a gap in the roof, forming a passage for flames, which presents risks for the passengers.

SUMMARY OF THE DESCRIPTION

The invention in particular aims to address this drawback, by limiting the risk of gap on the roof in case of fire thereof.

To that end, the invention relates to a railway vehicle coach of the aforementioned type including at least one secondary support inserted between the box and the roof, each secondary support being arranged in a central part of the box and being able to bear the weight of the box in case of collapse of the roof in the location of the primary support.

According to specific embodiments of the invention, the railway vehicle coach further has one or more of the following features, considered alone or according to any technically possible combination(s):

-   -   each secondary support is made from a material having a melting         temperature higher than that of the primary support;     -   each secondary support is made from stainless steel;     -   the railway vehicle coach includes a strip of thermally         insulating material inserted between each secondary support and         the box;     -   a vertical space is arranged between each secondary support and         the box when the roof has no collapse;     -   the roof includes fastening rails, each primary support being         fastened on one of the fastening rails;     -   each secondary support is fastened to at least one of the         fastening rails; and     -   each secondary support has a U shape defined by a lower rim         fastened to the roof, an upper rim arranged facing the box, and         a vertical wall connecting the lower and upper rims, the         secondary support including reinforcing ribs inside it,         connecting the lower and upper rims and extending perpendicular         to the vertical wall.

BRIEF DESCRIPTION OF THE DRAWINGS

Other features and advantages of the invention will appear upon reading the following description, provided solely as an example and done in reference to the appended drawings, in which:

FIG. 1 is a partial perspective view of a coach according to the invention, a box being mounted on the roof of the coach; and

FIG. 2 is a perspective view of secondary supports equipping the coach of FIG. 1, according to the invention.

DETAILED DESCRIPTION

Hereinafter, the orientation terms are to be understood in reference to the usual orientation coordinate system of railway vehicles, shown in FIG. 1, and in which one distinguishes:

-   -   a longitudinal axis X, oriented from back to front, along the         running direction of the coach 10,     -   a transverse axis Y, perpendicular to the longitudinal axis,         oriented from right to left and forming a horizontal plane with         the axis X, and     -   a vertical axis Z, perpendicular to the horizontal plane,         oriented from bottom to top.

FIG. 1 shows a coach 10 of a railway vehicle according to one exemplary embodiment of the invention. The coach 10 includes four vertical walls (not shown in the figure) defining a substantially rectangular space (not shown in the figure), each vertical wall extending in the direction of the vertical axis Z between a lower end and an upper edge. The coach 10 also includes a horizontal roof 16 connecting the upper edges of the four walls, and a floor (not shown in the figure) connecting the lower ends of the four walls.

The roof 16 is made from a metallic material, for example aluminum.

The roof 16 comprises an upper surface 18 and a lower surface (not shown in the figure).

The upper surface 18 includes at least one fastening rail 22 on which fastening elements are suitable for being fastened. The fastening rails 22 are arranged substantially parallel to one another, and preferably extend all along the roof 16 along the longitudinal axis X.

The coach 10 also includes a box 24 mounted on the upper surface 18 of the roof 16, and at least one primary support 26 inserted between the box 24 and the roof 16 to support the box 24.

The box 24 is for example suitable for housing electronic equipment. In a variant, the box 24 is suitable for housing ventilation and/or air conditioning components.

The box 24 is suitable for being moved between an idle position when the roof 16 does not experience any collapse, and a plurality of lowered positions when the roof 16 experiences collapse.

The box 24 has four vertical flanks 28 each extending in the vertical direction Z between a lower end and an upper end, a horizontal lower wall 30 connecting the lower ends of the four flanks 28, and a horizontal upper wall 32 connecting the upper ends of the four flanks 28.

Among the four vertical flanks 28, two so-called longitudinal vertical flanks extend in a plane parallel to the vertical direction Z and to the longitudinal direction X. Each longitudinal vertical flank extends parallel to the longitudinal direction X between two longitudinal ends.

The lower wall 30 includes a peripheral part 34 and a central part 36.

The primary supports 26 are arranged in the peripheral part 34 of the box 24. The primary supports 26 are suitable for bearing the weight of the box 24.

In the preferred configuration, as shown in FIG. 1, the coach 10 includes two primary supports 26 on each longitudinal flank 28. More particularly, each longitudinal flank 28 bears a primary support 26 at each of its longitudinal ends.

Each primary support 26 is fastened, on the one hand, to one of the fastening rails 22 by a first fastening element 38, and on the other hand, to one of the vertical flanks 28.

The first fastening element 38, for example, includes a screw-nut system.

In the preferred configuration, the coach 10 also includes a protection plate 40 for each primary support 26. The protection plate 40 is arranged on the roof 16 between two fastening rails 22. The protection plate 40 surrounds the corresponding primary support 26. The protection plate 40 is in particular intended to thermally isolate the fastening rail 22 by marrying the shape of the primary support 26.

The coach 10 also includes at least one secondary support 42 inserted between the box 24 and the roof 16. The secondary support 42 is suitable, in case of collapse of the roof 16 in the area of the primary supports 26, to bear the weight of the box 24.

In reference to FIG. 2, the secondary supports 42 are arranged in the central part 36 of the lower wall 30. In the preferred configuration, the coach 10 includes two secondary supports 42 arranged symmetrically relative to a plane of symmetry of the roof 16, parallel to the vertical direction Z and the longitudinal direction X.

The secondary supports 42 are made from a material that has a higher melting temperature than that of the primary supports 26. They are for example made from stainless steel.

The thickness of the secondary supports 42 is between 1 mm and 10 mm, in particular between 2 mm and 8 mm, and is preferably equal to 4 mm.

Each secondary support 42 is fastened on the roof 16 by a respective second fastening element 44. Each second fastening element 44, for example, includes a screw-nut system, and can be identical to or different from the first fastening element 38.

Each secondary support 42 is U-shaped, the opening of the “U” of each secondary support being oriented away from the other secondary support. In a variant, the “U” openings of the secondary supports 42 are arranged across from one another.

It includes a lower rim 46, an upper rim 48, and a vertical wall 50 connecting the lower 46 and upper 48 rims.

The lower rim 46 is fastened to the roof 16 by the second fastening element 44.

The upper rim 48 is arranged facing the box 24. It is arranged substantially parallel to the lower rim 46.

The upper rim 48 has a shape substantially identical to that of the lower rim 46. In the preferred configuration, the upper rim 48 has the same dimensions as the lower rim 46.

The vertical wall 50 of the secondary support 42 has, in the vertical direction Z, a height smaller than the distance between the box 24 and the roof 16 when the roof 16 is in the idle position. In other words, when the roof 16 is in its idle position, a vertical separation 52 appears between the lower wall 30 and the upper rim 48.

The secondary support 42 further includes at least one reinforcing rib 54 protruding perpendicularly from the vertical wall 50, and extends substantially over the entire transverse width of the lower and upper rims 46, 48. The reinforcing ribs 54 are capable of reinforcing the structure of the secondary support 42 in the vertical direction Z.

In the preferred configuration, as shown in FIG. 2, the secondary support 42 includes two reinforcing ribs 54.

In a variant, the coach 10 further includes a thermally insulating strip 56 arranged on the upper surface of the upper rim 48 facing the box 24. The insulating strip 56 is capable of reducing the transfer of the heat between the box 24 and the secondary supports 42. When the box 24 is in the idle position, the insulating strip 56 is separated from the lower wall 30 of the box 24.

The operation of the device according to the invention is described below.

When there is no collapse of the roof 16, the roof 16 is in the idle position. The box 24 is supported by the primary supports 26, and is separated from the secondary supports 42.

When there is a significant increase in the temperature near the roof 16, due for example to the presence of a fire, the primary supports 26 are exposed to the heat. Being made from a metallic material, the primary supports 26 transfer heat to the roof 16 and thus heat it.

The roof 16 is made from aluminum, which has a melting temperature at 660° C. When the temperature near the primary supports 26 of the box 24 approaches this melting temperature, the roof 16 softens, and we consider the effect of the weight of the box 24 near the primary supports 26.

The box 24 therefore begins to move down, and the lower wall 30 approaches the secondary supports 42. In so doing, the vertical separation 52 decreases until the box 24 comes into contact with the upper rims 48.

The secondary supports 42 being less exposed to heat and in particular to radiation, the part of the roof 16 near them remains solid and able to support the weight of the box 24. Thus, the upper rims 48 exert a supporting force on the box 24, and the downward movement of the box 24 is stopped.

Owing to the invention described above, the risks of a gap being created on the roof 16 after a fire and flames passing through the opening are reduced, which offers better safety for passengers.

Furthermore, the invention makes it possible to obtain more secure fastening of the box 24 during a fire and makes the care more reliable. 

1. A railway vehicle coach, comprising: a roof; a box mounted on said roof; at least one primary box support, inserted between said box and said roof, each primary box support being arranged in a peripheral part of said box and being suitable for bearing the weight of said box; and at least one secondary support inserted between said box and said roof, each secondary support being arranged in a central part of said box and being able to bear the weight of said box in case of collapse of said roof in the location of a primary support.
 2. The railway vehicle coach according to claim 1, wherein each secondary support is comprised of a material having a melting temperature higher than that of said at least one primary support.
 3. The railway vehicle coach according to claim 1, wherein each secondary support is comprised of stainless steel.
 4. The railway vehicle coach according to claim 1, further comprising a strip of thermally insulating material inserted between each secondary support and said box.
 5. The railway vehicle coach according to claim 1, wherein a vertical space is arranged between each secondary support and said box when said roof has no collapse.
 6. The rail vehicle coach according to claim 1, wherein said roof comprises fastening rails, each primary box support being fastened on one of said fastening rails.
 7. The rail vehicle coach according to claim 6, wherein each secondary support is fastened to at least one of said fastening rails.
 8. The rail vehicle coach according to claim 1, wherein each secondary support has a U shape comprising a lower rim fastened to said roof; an upper rim arranged facing said box; and a vertical wall connecting said lower and upper rims, the secondary support comprising reinforcing ribs, connecting said lower and upper rims and extending perpendicular to the vertical wall. 